Peter hoff



(No Model.)

P HOFF K GAR GUUPLING.

Patented May 31, 1892.

UNITED STATES PATENT OFFICE.

PETER HOFF, OF DETROIT, MICHIGAN, ASSIGN OR OF TI-IREE-FOURTIIS TO p ED. E. BRYANT, G. l-l. BARNES, AND ED. H. GILLMAN, OF SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 476,016, dated May 31, 1892.

Application filed January 8, 1892. Serial No. 417,352. (No model.)

To aZZ'wQ/om it may concern,.-

Be it known that I, PETER HOFF, a subject of the Queen of Great Britain, residing at Detroit', in the county of Vayne and'State of Michigan, have invented certain new and useful Improvements in Oar-Couplers, of which the following is a specification, reference loeing had therein to the accompanying drawings.

This invention relates to new and useful iinprovements in car-couplers; and the invention consists in the peculiar construction of the draw-head having spring draw-bars, with which a hook upon the adjacent car is adapted to engage.

The invention further consists in the peculiar construction of this spring draw-bar, whereby cars may be coupled, notwithstandingthe difference in height or difference in alignment in curves, whereby they may be more readily nncoupled or coupled with the ordinary link-and-pin type of coupler.

The invention further consists in the peculiar construction, arrangement, and combination of the various parts, all as more fully hereinafter described.

In the drawings, Figure l is a bottom plan view of the meeting ends of two adjoining cars io which my couplers are attached, showing the parts in coupled position. Fig. 2 is a vertical central longitudinal section through the couplers thereof. Fig. 3 is a detached perspective view of one of the couplers. Fig. 4 is a horizontal section through the couplers in the position shown in Fig. 2. Fig. 5 shows in detached perspective view the parts of the draw-bar and draw-head. Fig. 6 is a detached perspective view of the uncoupling-blocks.

A and B show the ends of two cars to which my improved coupler is attached.

C is a draw-head, which I preferably make of cast metal in the form of a rectangular box and consistingof the two parts@ l), more plainly shown in Fig. 5, having lateral flanges c, by means of which the two parts are secured together. At the forward end this draw-head is provided with the flaring lips d, forming the mouth of the draw-head. The draw-head at the usual buffer-spring. Near the forward end the draw-head is provided with the inwardly-exteudin g lugs e, having the half-boxes f, formed in each half, the two forming a whole box or bearing for the cross bolt or bar g, upon which is secured a hook H, extending some distance beyond the mouth of the draw-head and provided at its outer end with the arrowshaped coupling-head I.

My draw-bar consists of two vertical plates J, angularly arranged in relation to each other and which make a substantially V-shaped mouth or opening corresponding, or nearly so= with the flaring mouth of the draw-head, only smaller, the inner edges of such plates meeting, or nearly so.

K are spring-arms extending rearwardly from the upper or lower edges of said plates above and below the draw-head and secured at their rear ends in the clips Il, which are provided with the recesses M, in which the ends of such spring-arms engage, a clip-plate N being secured beneath this plate and the whole bolted by means of bolts O to the rear end of the draw-head, which is plainly shown in Figs. 3 and 5.

To prevent lateral displacement ot' this draw-bar, I preferably form notches P in the upper and lower edges of these springs,I which engage with the clip L and prevent their withdrawal.

The spring-arms K act with their tension to approach the two plates J, and they are limited in such inward movement bya tapering block Q, secured to a vertical shaft R, passing through suitable apertures in the draw-head and provided with suitable means for actuating it from the roof and side of the car for freight-cars and from the platform or side of the car for passenger-cars. The :means which I have shown for actuating it consist of a crank i and the links j, extending to each side of the ear, by means of which this block may be rotated to spread the spring-arms K and separate the plates J.

The operation of the device is as follows: Two cars approaching each other supplied with my improved coupler, one or both of the hooks Il being held in horizontal position by the engagement of the lips 7o of the plates J onthe sides of the hook H, the head I of such IOO drawn.

hook will impinge against the plates J on the opposite coupler, separating them, owing to its wedge shape, and they will close again when the head I has passed beyond the plates, and shoulders Z being locked against the lips 7c tov prevent a disengagement of the parts. In this position, which is shown in Fig. 4, it is evident that the two cars will be securely coupled, and it is also evident that any angular movement required in going around j curves, dac., may readily take place, the hook turning on its bearing between the plates J, and if too sharp curves are experienced it may separate them slightly, but not sufciently to become disengaged. It is also evident that any amount of vertical movement required in going around curves, dac., may take place Without disengaging the parts. The head I cannot pass downward beyond the lower edge of the head, so that the jolting of the cars in traveling will have no effect in disengaging it. The draw-heads are preferably slotted, as` shown at m, above and below the hook H, so that that hook may be turned up or down, as shown in Fig. 2, upon the car in which the coupling-hook is not desired to be used to couple the cars. The operator at the side of the car can slide in the link j, rocking the block Q, which will separate the springs K and separate coupler-jaws J a sufficient distance to allow the head I to be freely with- As soon as the operator releases his hold the parts will assume the position ready for the new coupling. In case one car should be overturned the head I will then be arranged in line with the opening between the coupling-jaws J and be readily withdrawn without turning the adjoining car with it in case it is derailed.

It Will be seen that with my construction I i overcome many of the obj eetions to the present type of coupler, my device being entirely automatic in its coupling and' uncoupling without requiring the operator to pass between the cars, enables me to couple cars in which the coupler is located at different heights or to couple cars upon the sharpest curves, will become readily detached in case of accident, and yet not detachable under any of the ordinary exigencies of travel.

What I claim as my invention is- I. In a car-coupler, the combination, with a draw-head, of a draw-bar secured thereto, consisting of two vertically-disposed and oppositelyinclined plates or jaws arranged across and free of the end of the draw-head, springs ext-ending backward from the plates, arranged to cause the plates to normally approach each other, and a pivoted draw-bar arranged to be engaged and held between the plates by the springs, substantially as described.

2. In a car-coupler, the combination, with a draw-head and a draw-bar secured thereto and consisting of oppositelyinclined jaws arranged vertically across the open end of the draw-head, of springs formed by extension of the plates for causing said plates to approach each other, and a draw-bar pivoted on a transverse bar in thedraw-head, having an arrow shaped coupling-head, said bar being clamped between the jaws and adapted to be turned out of coupling position, substantially as described.

3. In a carcoupler, the combination of a draw-head formed of the two halves d b, the flanges c, bolts therethrough for securing the halves together, the half-bearin g in each halt', the shaft in said bearings, the hook secured to said shaft, and the spring-jaws with which said hook is adapted to couple, substantially as described.

In testimony whereof I afx my signature in presence of two witnesses.

PETER HOFF.

Witnesses:

M. B. ODOGHERTY, N. L. LINDoP. 

